Speed-control device



2 SHEETS-SHEET VENTORS.

m aux- Patented Nov. 15, 1921.

SPEED CONTROL DEVICE.

APPLICATJON FILED JULY 19.1920.

P. O. WOOD AND H. L WORMAN.

WITNESSES v M? P. O. WOOD AND H. L. WORMAN.

' SPEED CONTROL DEVICE.

APPHCATION FILED JULY 19,1920.

Patented Nov. 15, 1921.

2 SHEETS-SHEET 2.

VENTORSL Mad/ WITNESSES UlTED STATES FATE,

orricu. 1

PIERRE 0. WOOD, OF MEMPHIS, TENNESSEE, AND HARRY L. WORMAN, 0]? SPRING-FIELD, MIS$OURL SPEED-CONTROL DEVICE.

Lilfifilfiet.

Application filed July 19,

To all "LU/LONL it may concern Be it known that we, Pninmc O. Wooo andHARRY L. ll oniuan, citizens of the United States, and residents ofMemphis, in the county 01": Shelby and State of Tennessee, and ofSpringfield, in the county of Greene and vState of Missouri,respectively, have invented certain new and useful Improvement inSpeed-Control Devices, of which the following is a description,reference being had to the accompanying drawings, which form a part ofour specification.

)ur invention relates to a device for automatically controlling thespeeds of locomotires and therefore of trains, through the medium of theair-operated elements; the device, in its specific embodiment,beingadapted to be actuated by a speed-recording mechanism whereby thedevice will automatically control the pressure in the air line of thelocomotive and the train when the speed of the locomotive reaches orexceeds the predetermined speed to which the speedrecording mechanismhas been adjusted.

The object of our invention is to provide a device, operable through themovement or actuation of a well known type of SPGGChI cording mechanismor machine when the speed of the locomotive reaches or increases beyonda predetermined degree, So that a reduction of pressure in the trainline will be induced and therefore a setting: of the brakesaccomplished; wnile at the same time providing a device which willautomatically return to normal position when the speed of the train isreduced below said predetermined speed and thereby permit a restorationof air pressure in the train line and hence a release of the air brakes.

The purpose of our invention is to pro vide a device whereby the speedof the locomotive is constantly automatically controlled irrespective ofthe engine crew, with the result that excessive speed will be reducerand destruction oi": the right of way and property greatly eliminated.

The object and purposes of our invention, as well as its operation, willbe more readily couiiprehended from a detailed description of theaccompanying drawings, wherein Figure 1 is a longitudinal sectional viewof our improved device.

Fig. 2 is a similar view, taken at an angle of 90 degrees or the firstangle of projection, illustrating the device in pressure-reduc ingposition.

Specification 01" Letters Patent. Patentecl NQV. 15, 1921.

1920. Serial No. 397,417,

blc by suitable means controlled by what is known as a Boyer recordermounted on. a suitable bracket or support secured to the engine-frame,preferably at a point where it will be situated directly above theenginetruck, namely at a point intermediate of the cylinders and thepilot of the locomotive.

The Boyer recorder, as is well known in the art, chiefly comprises arotary pump, a cylinder and a piston with oil as a circulating mediumwhich entirely fills the pump chambers and cylinder; the pump beingactuated by means or" a flexible be t and pulley from the axle of theengine-truck, so that when the pressure of the oil beneath the pistonreaches a predetermined point (determined by suitable spring; mechanismconnected with the piston), the piston is forced upwardly so as toestablish an equi- :IIl between the oil pressure and the tenot thesprings, determinable by the speed at which the pump is actuated, As theBoyer recorder is a well known construction, an illustration andspecific de scription thereof is not entered into.

Our invention, in its present embodiment, contemplates means operable bythe piston or piston or lea-head of the Boyer recorder, so that whenactuated thereby it in turn will control other elements of our newdevice; the device being of such nature that it may be readily securedto the Boyer recorder by means of any suitable bracket.

()ur device, in its specific embodiment, comprises a main or bodyportion 10, preferably cylindrical, formed to provide a chamber 11; theupper end of the body portion 10 being provided with a removable top cap12 adapted to be bolted (or otherwise suitably secured) to the bodyportion by suitable bolts passing through the annular flanges 13 and 14%formed on the body portion and cap, respectively, and adapted to form asubstantially air tight connection. The body portion 10 is provided withan orifice 15 adapted to receive a suitable short connection or pipeleading from the train or air line arranged on the locomotive andleading from the air cylinders. The side wall 01 the body portion 10, ata point removed from the inlet port 15 and preferably at a diametricallyopposite point, is provided with an outlet port 16 which communicateswith the atmosphere, and the bodyportion 10 at a suitable pointintermediate of the ports 15 and 16 is also provided with a third portor passage 17 extending from the chamber 11 into a vertically disposedchamber or port 18, see Figs. 2 and 3.

One side of the top cap 12 is provided with a vertically disposedchamber or port 19 with its lower end communicating or in alinement withthe vertically disposed port or passage 18 in the body portion; whilethe port 19, adj acent the upper end, is provided with a passage orport20 which extends to the interior of the cap member 12 and there forecommunicates with the upper end. of the chamber within the device. Thechamber or port 19 is provided with a valve 21 adapted to seat on thelower end of the port or passage 19 with the stem 22 of the valve 21extending upwardly through the port or passage 19 and normally throughan opening in the top of top cap 12. The valve 21 reciprocates in thepassage or port 18 of the body member 10 and is normally held to itsseat by a'suitable spring 2-3 seated in the lower part of port orpassage 18; the valve 21 on its lower side being preferably providedwith a slight extension, as at 24, extending into the coil spring 23 soas to maintain the operative relation between the spring and the valve.

The stem 22 of the valve 21 is preferably made triangular incross-section in order to provide freer passage for the air past thevalve-seat and through the restricted portions of the chamber or passage19 when the valve 21 is oil itsseat; while the upper end 01": thepassage through the top of the cover or cap 12 is arranged to provide acomparative air-tight relation with the stem 22 and at the same timepermit free sliding movement of the stem.

The member is provided with a composite piston. or rather a main piston25 adapted to have air-tight sliding relation with the top cap or covermember 12 of the device; the piston being preferably provided withsuitable metallic and asbestos packing rings 26 and 27. The piston isshown provided with an integral stem which carries an auxiliary piston28, secured against displacement by the shoulder formed on the rod at29, -Wl1llQItl1Q portion of the stem disposed beneath the auxiliarypiston 9-8 is threaded and provided with a .nut 30. The auxiliarypiston, like main piston 25, is also provided with suitable packingrings 26 and 27 and the piston is arranged in sliding contact with thewalls of the shell or casing 19. \Vith the pistons 25 and 28 arranged inspaced relation as shown, it is apparent that an intermediateair-chamber is thereby provided as indicated at 11, adapted to receiveair from the train line through the inlet port or orifice 15.

The piston stem at a point intermediate of V the main piston 25 and theauxiliary piston 28 is reduced at 31. This reduced portion 31 isprovided with a suitable slide valve held in iirm sliding relation withthe walls of the casing 10 by a suitable spring 33; while displacementof the slide-valve 332 is prevented by the shoulders formed on the.

the shell or main member 10. The lower' end of the stem portion of capmember is provided with a tapped opening toreceive the threaded. tubularadjusting screw 36 which has a- 1 assage extending longitudinallytherethrough. The screw 36 may be screwed the desired distance into thecover or cap member 35, to control the stroke of the piston the adjustedposition being maintained by a lock nut 37 while the passage through theadjusting screw 36 maintains an exhausting condition in the casing 10beneath the auxiliary piston 28 to relieve pressure during the downwardstroke of the piston. V

Secured at a suitable point on the casing of the Boyer speedrecorder, isa fulcrum bracket 38, see Fig. 3, formed to suitably guide a lever 39and provide a fulcrum point therefore at 4:9. The bracket 38 is soarranged relative to the air control device, that the free end of lever39 is disposed above and in alinement with the stem 22 of valve 21, asshown in Fig. 3; while the op posite end of lever 39 is pivotallysecured to a rod or stem d1. The stem 41 is preferably shown threadedand is provided with a yoke member or striker 4:91, which is arranged toextend into the upward path of the crosshead of the piston of a Boyerspeed recorder. The yoke or striker 42 is maintained at itsadjustedposition on rod or stem 11 by the adjusting nuts 43 arranged above andbelow the yoke 42; the nuts 43 being preferably, held against accidentalmovement by means of a cotter or other suitable pin disposedtherethrough as shown at 4: 1 in Fig. 3.

The function and operation of our improved device is as follows: Whenthe piston of the Boyer speed recorder reaches a predetermined point inits upward travel through the action of the rotary pump of the, recorder(actuated by belt and pulley from the axle of the engine-truck) and theresultant oil pressure, the cross-head of the piston will engage withthe yoke 42. As the oil pressure results from actuation of the pump ofthe recorder induced by the rotation of the engine-truck axle, it isapparcut that whenthe engine or train speed is accelerated and exceeds apreselected speed whereby the cross-head of the recorder piston isinduced to move upward beyond a prearranged point relative to yoke 12,that such excessive or increased speed will cause the piston cross-headto lift the rod or stem 41 through the medium of the yoke 42. Thelifting of rod or stem 11 will tilt lever 39 on its fulcrum point 10 andinduce the free end of the lever to depress the valve-stem 22 and causevalve 21 to move downwardly ofl its seat against the upward pressure ofthe spring 23.

The chamber 11 being in communication with the train air line, it isapparent that the chamber ll under normal conditions is at constanttrain line pressure, with the result that piston 25 will be maintainedat the upper end of the chamber, namelyadjacent the top of cap member12, in the position shown in Fig.3. When piston 25 is in this position,the slide-valve 32 carried thereby will be disposed across the port 16?and therefore prevent the air exhausting from the chamber 11,;so thatthe train line pressure will be maintained until the bypass or port19 isopened through the unseating of valve 21 through action of fulcrum lever39, operated as previously described.

A5 soon as the fulcrum lever 39 is tilted through the upward travel ofthe piston cross-head of the speed recorder, beyond the regulable andpredetermined point indicating speed of the locomotive in excess of thepreselected speed, the unseating of valve 21 allows the air in chamber11 to pass outwardly through port 17 into chamber 18, past valve 21.into passage 19 and thence through port 20 into the upper part of thechamber above piston 25. With the air pressure accumulating above thelarge piston surface, piston 25 will be forced clownwardly into theposition shown in Figs. 1 and 2. In this lowered position, it will beseen that slide valve 32 has uncovered eX- haust port 16 and that thechamber 11 and therefore also the train line will be open to atmosphereso that an immediate reduction of airv pressure in the train line willbe provided and the air-brakes thereby automatically applied.

When the speed of the locomotive and train has been reduced, thecross-head of the piston of the speed recorder moves downwardly out ofcontact with yoke or striker 42 and therefore allows lever 39 to dropback into normal position, namely out of contact with the stem 22 ofvalve 21. With the downward pressure on stem 22 removed, spring 23 willimmediately force valve 21 upwardly to its seat and therefore preventfurther flow of air through passage 19 into the upper part of the deviceabove the piston 25, and as a result permit the chamber 11 to berestored to train line pressure which will force piston 25 upwardly intothe position shown in F ig. 3 andthere by move slide-valve 32' acrossexhaust port 16 so'that further escape of air will be prevented and as aresult brake-releasing pressure in the train line restored.

l l ith the rod or stem 41 threaded as shown, it is apparent that theyoke or striker 4.2 may be 'ad usted lengthwise of the rod and thattherefore the moment of engagement with the piston cross-head of thespeed recorder may be determined, so that t'he actuation of our improvedcontrol mechanism may be obtained when the locomotive reaches a maximumpre-selected speed, with the result that the locomotive and train speedis at all times under automatic control irrespective of the engine crewand that excessive speed will thereby be reduced and wear and teareliminated.

e haveshown and described what we believe to be a simple embodiment ofour in vc-ntlon, operable through the medium of a j well known type ofspeed-recording device; but certain modifications maybe made without,however, departing from the spirit of our invention.

What we claim is 1. A device of the character described, comprising incombination with the brakeoperating air-line of a locomotive andspeedrecording device actuated bya truckaXle of the locomotive, acylinder interposed in said" air-line and provided with an inlet portand an exhaust port whereby communication between the air-line and theatmosphere maybe established, a double piston slidable in said cylinderand normally disposed on opposite sides of the inlet port and adapted tonormally confine the air therebetween, a valve carried by said doublepiston for normally closing the exhaust port, a passage havingcommunication with said cylinder at a point intermediate of the doublepiston and at a point in the cylinder above said pistons, a normallyseated valve where by air is prevented from flowingthrough said passage,regulable means for determin- &

a predetermined speed, adapted to actuate the valve for said passage,thereby perm1tting the air to flow from between the double piston to oneend of the cylinder and causing the double piston to move the exhaustvalve oil its seat and permit air from the air-line to exhaust,

' 2. A device of the character described, comprising, in combinationwith the brakeoperating air line of a locomotive and a speed-recordingdevice, a cylinder having an inlet port communicating with said airlineand an exhaust port, a piston slidable in the cylinder, provided with alarge head and a small head arranged in spaced relation on oppositesides of the'inlet port and the exhaust port to provide an air chambertherebetween, a valve carried by said piston intermediate of its headsfor controlling said exhaust port, a passage communicating with the airchamber in the cylinder intermediate of the piston heads and with theend of the cylinder in which the large head reciprocates, a valve forsaid passage whereby air is normally prevented from flowing through saidassage, in combination with means, operable by the speed-recordingdevice, adapted to actuate said last mentioned valve to permit air toflow from said air chamber in the cylinder above said large piston headand thereby reciprocate said piston toward the opposite end of thecylinder, whereby the valve is forced off the exhaust port and airexhausted from said air-line.

3. A device of the character described, in combination with thebrake-operating airline of a locomotive and a speed-recording deviceactuated by a truck-axle of the locomotive, a cylinder interposed insaid air-line and provided with an inlet port and an exhaust portwhereby communication between the air-line and the atmosphere may beestablished, a piston slidable in the cylinder and provided with a largehead and a small head arranged in spaced relation on opposite sides ofthe inlet port and the exhaust port so as to provide an air chambertherebetween, a valve carried by said piston intermediate of its headsfor controlling the exhaust port, regulable means for determining theextent of movement of said piston and maintain an exhaust conditionbeneath the small head of the piston, a passage having communicationwith said cylinder intermediate of the piston heads and with the end ofthe cylinder in which the large head reciprocates, a valve for saidpassage for normally preventing the flow of air therethrough, and means,operable by said speedrecording device when the locomotive reaches apredetermined speed, whereby said last mentioned valve is actuated andair permitted to flow from the air chamber between the piston heads tothe end of the cylinder above said large piston head, whereby saidpiston is moved toward the small piston head end of the cylinder and theexhaust valve moved off the exhaust port.

t. A device of the character described, comprising, in combination withthe air line oi a locomotive, means arranged in communication with saidair-line so as to contain air-line pressure, said means being providedwith a by-pass or port intermediate of the upper and lower ends thereofand with an exhaust port, means whereby said by-pass or port is normallyclosed, reciprocable ineans within the first means disposed between thepointof communication and the upper end of said by-pass and adapted tobe controlled by the air pressure and to normally close said exhaustport, and means, operable when the locomotive reaches a predeterminedspeed, adapted to operate said second means and cause the reciprocablemeans to move so as to open said exhaust port. 1

'5. A device of the character described, comprising, in combination withthe air-line of a locomotive, a cylinder arranged in communication withthe air-line and adapted to contain air-line pressure, said cylinderbeing provided with an exhaust port and with a port intermediate of theupper and lower ends of the cylinder, a piston reciprocable in saidcylinder intermediate ofthe point of communication with the air line andthe upper end of said port in the cylinder, said piston being adapted tocontrol said exhaust port, a normally seated valve in said part wherebycommunication between points above and below the piston may becontrolled, and means, operable when the locomotive reaches apredetermined speed, adapted to force said valve off its seat and permitthe air to pass into the cylinder above said piston so as to force thelatter downwardly' and thereby open said exhaust port to reduce air-linepressure.

6. A device of the character described, comprising, in combination withthe airline of a locomotive, air-holding means arranged and providedwith an" exhaust orifice, and means, operable when the locomotivereaches a predetermined speed, adapted to induce actuation of said firstmeans and thereby establish communication between the air-line and theatmosphere.

7. A device of the character described, comprising, in combination withthe brakeoperating air-line of a locomotive, a housing having an inletport connected with said air-line, the ends of the housing beingremovable, a port or passage arranged in the side wall of said housing,the ends of said in communication with the air-line naemee passage beingarranged in communication with the housing interior at separated points,a spring-controlled valve arranged in said passage to control airpassage therethrough, a double piston slidable in said housing anddisposed on opposite sides of the inlet port so as to normally confinethe air therebetween, an exhaust port in-the wall or" the housing, avalve operable by said double piston adapted to close said exhaust portwhen the piston is in normal or brake-pressure releasing position, andmeans, operable by the speed of the locomotive, adapted to force saidspring-controlled valve oil its seat and permit the air to fiow throughsaid passage into the upper part or" the housing, thereby forcing thepiston downwardly and causing the second mentioned valve to open theexhaust port.

8. A device of the character described, comprising, in combination withthe brakeoperating air-line of a locomotive, a cylinder having an inletport connected with said air-line and an exhaust port, a passagearranged in the wall of the cylinder and connected at its ends with thechamber at sepa-rated points, a spring-controlled valve in said passage,normally closing ofi the passage of air therethrough, a double pistondisposed on opposite sides of the inlet port so as to confine the airtherebetween, adjustable means for regulating the piston-stroke, a valvecarried by said piston, adapted to con trol the exhaust port, tiltablemeans mounted in the path of the stem of said spring-controlled valve,and means, operable by the speed of the locomotive, whereby said tiltable means is actuated, said spring-controlled valve unseated to permitthe air to enter the cylinder above the piston thereby forcing thelatter downwardly so as 'to move the second mentioned valve off its seatand permit the air to exhaust.

PIERRE O. l/VOOD. HARRY L. WORMAN. Witnesses.

G, R. WILCOX, B. A. DoBBINs, R. E. BRunDLovn.

reciprocably mounted in the cylinder and A

